Supply system for electric railways



(No Model.) 2 Sheets-Sheet 1. y

J. H. GUEST.

SUPPLY SYSTEM EUR ELECTRIC RAILWAYS.

Patented Apr. ,9, 1895.

I G v O O a a L ll ll Il Il lll l Il o lr o al a' l. a J a VEN T hnlZGzpes l (No Model.) 2 Sheets- Sheet 2.

J. H. GUEST.

- SUPPLY SYSTEM PoR BLEGTRIG'RAILWAYS.

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UNITED e STATES- PATE-NT- OFFICE.

JOHNlI. GUEST, OE BOSTON, MASSACHUSETTS.

SUPPLY SYSTEM FOR ELVEUCVTRC- RAILWAYS.

, SPECIFICATION forming part of Letters Patent No. 537,196, dated April 9, 1895.

Application filed June 18. 1894. Serial No. 514,872. (No model.)

.To all whom, t may concern:

Be it known that l, JOHN H. GUEsT,a citizen of the United States, and a resident of Boston, in the county of Suiolkl and State of Massachusetts, have invented acertain new and useful Improvement in Electric Railways, of which the following is a specification.

My invention relates to electric railways wherein the working conductor from which thecar takes up current'is divided into sections which areinsulated from one another and from the source of power current and are provided with automatic switches that are actuated to close the connection with the source as the car enters the section and are opened after the car leaves theA section.

One part of my invention relates to the means for controlling the operation of said switches, and is designed particularly as an improvement upon those plans wherein an vactuating magnet on the car operates upon an armature connected to the switch on the permanent way. It has heretofore been proposed to hold the armature in circuit closing position (after the magnet has passed over and lifted it), by the attraction between the armature and a piece of iron or steel against which it isdrawn by the action of said mag net when it closes the switch, but in this plan the armature is liable to be jarred loose and 'gravity or other retraction will thereupon return the armature to normal position and break the circuit.L This may happen, obviously, before the car hasleft' the section in which case the car would lose current. Another objection to this plan is that the attraction between the armature and the iron piece is depended upon to hold the contacts of the switch rmly against one another, but it does not always do thisA strongly enough to preserve good contact and prevent burning. My present invention aims to overcome these objections and consists essentially in the combination with the magnet on the car and the armature and switch on the road-bed, of an electro-magnet which exerts a mechanical pull on said armature to hold it in circuit closing position after being thrown to such position by the magnet on the car, said magnet on the road-bed being in a circuit closed by the switch. l prefer to employ for this pur# pose a solenoidmagnet or magnet having amovable core which is connected to the armature ofthe switch. I mount the magnet so that its core will slide in ahorizontal line and therefore tend to retain the position in which it is vplaced by the action of the magnet on the car.

Being so mounted the switch cannot be readily jarred loose at its contacts, nor will it tend to leave its circuit closing position even if the circuit should be momentarily interrupted on the car o'r at the contact of the collector with the working conductor.

Another feature of my invention consists in the combination with the devices thus far described, of a second solenoidmagnet also lmounted to work in ahorizontal line and hav ing its core connected to the same switch. The

,latter magnet is the unsetting magnet of the ,switch and is in a circuit closed when the car reaches another section of workin g conductor. In the preferred arrangement of circuits the car at each section of working conductorcontrols the circuits of unsetting magnets at front and rear of said section respectively, as described in my prior application for patent, Serial No. 500,855, tiled February 20, 189i.

Another feature of my .present invention Vrelates to aworking conductor composed of a metal cover plate for the conduit or boxing of the electric switches and various conductors of the system, and consists essentially in providing said metalcover plate with an upwardly projecting edge or lip to hold in place a surface layer of applied insulation of any desired kind which leaves the said cover unexposed for electric contact except at the edge engaged by the trolley or collectors on the car.

Another feature of the invention consists in using two lines of working conductors forming, respectively, the two poles of the supply source but arranged to have the ends of the sections of one line break joint with the other line.

My invention consists also of the details-of construction and combinations of devices more particularly specified in the claims.

InV the accompanying drawingsz-Figure l is a longitudinal vertical section through a portion of my conduit and one of the electrical switches taken in the plane represented by the line 1 1, Fig. 2. Fig. 2 is a transverse section through said conduit and switch taken in the plane represented by the line 2 2, Fig.

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l. Fig. 8 is a side View of the current collcctor. Fig. It is a diagram showing the arrangement ot contact plates. Fig. is a transverse section of a modied form of con- 5 duit. Fig. G is a diagrammatic representation of several successive sections ot my system. Fig. 7 isa like representation of the circuits and apparatus on the car; and Fig. 8 is a diagram of a modification iu the system ro of circuits.

A indicates the conduit of iron or other material and C, is the transverse tie or sleeper upon which it rests and to which it is secured. The conduit A, contains the conductors and the casing for the switches and is preferably provided at its bottom with the insulation G, consisting, if desired, of a stringer of wood. To the sides of the box may also be applied two longitudinal stringere G', against which zo the edge of the casingcontainingthe switches rests. The switch boxes or casings are shown at B. 'lwo lines of boxes are indicated to provide for a double liuc of working conductors. Each switch box maybe bolted againstl the z5 side of the casing as indicated.

The working conductors of the system are formed by the cover plates a and et', which are fastened to the boxes B, and have longitudinal extensions of proper length to give 3o the desired length ot' working conductor. Each extension may have a foot a2, to support it. The ends of the working conductors are separated from one another by spaces which may be filled in or not, as desired, with insulation. The covers o., d', form a cover to the conduit as well as to the switch boxes themselves and are engaged by suitable collectors L, L', carried bythe car. Two pairs of these collectors are shown to provide for the double 4o line of working conductors, one line forming one terminal and the other the other electrical terminal of the supply source. The collectors engage with an upturned lip or edge of the cover plates ai, a', as shown, while the remainder of the surface of the plate is covered with insulation b, which protects the cover from accidental electrical contact by foreign objects excepting at the working edge. The upturned lip or edge serves to prevent 5o displacementof this insulating surface which latter may be, if desired, a wooden planking or may be of any other desired nature. The wooden planking lis preferably arranged to cover the breaks between the sections so that dirt cannot enter through the spaces.

In the arrangement shown in Fig. 2, the planking is fastened between the top edge of the conduit A, and the npturned edge ot' the cover plate, being firmly secured by the bolts 6o which draw the switch box against the sides of the conduit.

. The collectors L, L', may be wheels, or may be of other construction, and are preferably all mounted on a common support V, consisting of a plate of spring metal which may be so mounted upon the caras to allow a spring act-ion to the wheels of the collector.

The two lines of working conductors a, d', break joint as indicatcdin Fig. t, the space between the sections of one line being arranged opposite the unbroken part ot' the other line. As the collector wheels are all mounted on a common support no jar will ensue when a collector wheel passes a joint or space between the sections of working couductor in either ot the lines,

In the system herein described each switch or each section of working conductor controls the connection of the second section to the rear, the purpose being not to operate under any circumstances upon the next switch to the rear while the trolley or collector is bearing thereon since by so doing the switches in such section would be liable to spark and burn. By taking the second section to the rear, however, oit of which section the trolley will certainly have passed, no sparking cau be produced in the switches of such section since the circuit through such section will have already been opened. In this system it is practically necessary to use three sections of working conductor to each car length thatV at no time may there be anylive or connected section of working conductor projecting t'rom beneath the ear. It will be obvious, however, that if the section of conductor on the opposite side ofthe system, which is at any time opposite the live section, be not connected to the power return then no damage would ensue from any person or object touching both said sections at the same time.

In my system the return connection is made by sections of working conductor normally insulated from such return and by alternating them with the sections on the opposite side it will be seen that it is permissible to have a portion of a section on one side ofthe system exposed from beneath the car without serious danger. It, therefore, becomes feasible to lengthen the individual sections and to employ no more than two rails to the car length it' the sections be alternated as described on the opposite side ot' the system instead of three sections to the car length as is necessary if theydo not break joint. Vihen two rails to the car length are employed with the sections ou opposite sides breaking joint and the second section to the rear is automatically disconnected when the car establishes connection with the section ahead, it will be found that although at times one half the length of a connected rail may project either before or behind the car and on one side or the other thereof, nevertheless, at no time will the section on the opposite side which is exposed beat the same time connected to the main conductor and hence no damage can ensue.

The collectors are connected on the car to the terminals of the motor typified at M, and included in the circuit is an electro-magnet T, which operates on the switches in the boxes.

The lips or npturned edges forming the longitudinal rib which constitute the working ICC conductors may be arranged as shown in Fig. 2, with the open space between them, or may ybe arranged near the edges of the conduit, as

R, is an armature in the switch box. This armature is operated upon by a pole lof the I' magnet T, and being drawn up thereby closes a connection between the working conductor formed of the cover plate and the conductor 27, extending from one pole of the power source. The armature may be arranged with its free end opposite a plug N, of iron, which passes through the cover plate and is supported in a bushing of non-magnetic material when said cover plate is made of iron. The switch operated'by armature R, may consist of a springattachedthereto and adapted to make contact with the cover plate, the armature itself being connected through 'a suitable bearing with the conductor 27, running through the line of conduit, but as .to this part of the apparatus `my invention is capable of many variations, the only essential being that the armature R, which is drawn up by the magnet T, should be properly connected to some switch that will close the desired connection between 27, and the Working conduc` tor. As soon as the armature is drawn up it closes the connection and establishes a circuit through the coil 20, of an electromagnet whose core is indicated at I. The core I, is therebydrawn to one side and being connected with the armature R, holds the switch in circuit closing relation. This mechanical connection with the switch may be made by an arm k, extending from the armature lever R, and engaging with the core as clearly shown.

The armature itself has, preferably, a snitable counterbalance w, and is pivoted upon a bracket secured to a tube H, preferably of brass on which the coils of the electro-magnets are wound. AThe tube H, is supported -fin heads t', of some insulating material, and

is slotted at the point where the arm k, passes through for vengagement or connection with thecores. At l', is another core attached to and forming a part of core I, and provided with coils 21, 22, wound upon the tubeI-I, and serving, when traversed by a current, to pull the core 1'., and core I, in a direction to open the switch. The core I', may be secured to I, as indicated, or the two may be formed of one piece of iron. These cores both move as shown in a horizontal line and will retain any position in which they are placed by the intluence of the electric current, unless moved from that position by some positive force.

As described, the armature lever R, is practically balanced and when the core I, operates on it to close a circuit, the connection will remain closed until the core I', movesthe Switch in the opposite direction. By this arrangement the position of the switch is not liable to disturbance from jars or shocks nor will it leave the position in which it is placed by the infiuence of the magnet T, even though the circuit through the coil around I, should f momentarily fail either by interruption of the circuit designedly on the car or by the collector failing momentarily 'to Ypreserve connection with a section of working conductor.

The connection of the coil 20, may be made in any desired way with the conductor 27, at

one of its terminals as indicated in Fig. 6, its

other terminal being connected with lever R, for instance through its pivot as indicated in Figs. 1 and 6, thus connecting the armature R, with the feeder 27. The coils 22 and 2l, as

indicated in the diagram, are connected at -one end with the conductor 27, while the other end of coil 21, extends two section s to the rear and connects'with an armature R and the other end of coil 22, extends two sections in advance and there connects with an armature R. By this arrangement, on the closure of circuit by any armature R, a connection from the Working conductor 27, will be established through a' coil 22, for a section at the rear of said switch and through a coil 21, for a section to" thetfront, as described in my application before referred to. As shown the sections whose coils 2l and 22, are thus included in circuit are Vlocated at the second section in the rear of the active section Vand the second section in advance thereofbut they may be at a greater or less distance as desired. These coils 21, 22, operate as coils of a resetting magnet which opens the switch of a section which the car has left and also prevents the closure of a switch for a section in advance of the car by any car which might be approaching. The arrangement also permits the car to be run in either direction at pleasure.

In the operation of my device the magnet T, suitably supported on 'the car will act onV the armature R,and close the switch thereby closing the connection to the section of workingv conductor and also energizing core I, of the electro-magnet which latter will thereafter rmly hold the contacts of the switch together after the magnet has passed beyond a position where it may influence the armature. So far as concerns this operation of the devices it is'obviously immaterial whether the magnet be constructed as a solenoid with its core arranged to work in a horizontal line or not.A Any arrangement of electro magnet might be vemployed which would operate mechanically on the armature R, and the switch connected thereto to retain or hold the same in position after theinfluence of the magnet T, had ceased.

In prior arrangements where the magnet T, has been used for operating on the armature, the latter has' been retained in its position simply by the attraction between itself and a Apiece of iron, whichl arrangement is subject IOO IIO

piece of magnetic material N, I do not wish to be understood as limiting myself to the employment of the same since the armature R, might be operated upon through the direct iuuence of the magnet on the vehicle instead of through the intervening piece of magnetic material.

It will be understood that the two wheels L, L, form together a common collector or trolley device adapted to bridge the spaces between sections of working conductor, as do the wheels L', L. It is preferable to so arrange each collector with reference to the mag net that the armature shall be drawn up and the switch closed before the collector engages the corresponding section.

While I have described the use of two lines of switches, one for each line of cover plate, it is obviously not necessary to use switches for both lines, since one line might be connected to the source at all times substantially as indicated in Fig. 8, but to lessen leakage and danger I prefer to use switches for both lines.

When au insulated power return wire is employed, as hereinbefore described, in connection with normally insulated sections of working conductor and automatic switches therefor, I not only lessen leakage and the danger of damage to neighboring water and gas pipes by electrolytic action, but also obtain a system wherein there is freedom from danger by any temporary exposure of a positive section of working conductor on the stirface of the street and any accidental contact therewith while alive.

I am aware that it has been before proposed to use sections of working conductor for the positive side and automatic switches for connecting the same with an insulated power main but I am not aware that it has been also proposed to employ in connection therewith an insulated power return wire and automatic switches for connecting the latter with sections of working conductor thereby making it possible when the sections are on the opposite side of the system and alternated or made to break joint to increase the length of the sections without material danger from retaining the connection with a section after it has been partially exposed by the car passing overit.

What I claim as my invention is- 1. In an electric railway system, the combination with the magnet on the ear, of an armature therefor on the road-bed, a swit'ch connected to said armature for closing the connection between a supply wire and a section of working conductor, and an electro-magnet bavingits coil in said connection and having its movable portion mechanically connected with said armature and acting to hold the switch closed after being closed by the magnet on the car, substantially as set forth.

2. In an electric railway system, the combination with the magnet on the car, of an armature therefor on the road-bed, a switch con- Esmee nected to said armature and located in a circuit connection between a supply wire and a section of working conductor, and an electromagnet whose movable portion is mechanically connected to the armature of the car magnet to hold the switch closed when closed by the car magnet and having its coil in a circuit completed by the closure of said switch, substantially as set forth.

3. In an electric railway system, the combination with the magnet on "the car, of an armature therefor, a switch connected to said armature for closing the connection for a section of working conductor, and a solenoid magnet also connected to said switch, and. having its core arranged to work in a horizontal line, said solenoid having a coil in a circuit completed when the switch is closed, as and for the purpose described.

4. In an electric railway system, the combination with sections of working conductor normally dead, of a switch for connecting each section with a supply wire, and a double solenoid having its cores mechanically con nected and mounted to work in a horizontal line, one coil of said solenoid being placed in circuit by the switch when closed and the other being in a circuit closed from another section of working conductor.

5. In an electric railway system, the combination with a working conductor, of a switch, an armature connected thereto, an operating magnet on a car, and a double solenoid having connected cores one provided with a wind ing in a circuit closed by the switch, and the other having two windings in circuits to sections of working ccnductor at front and rear respectively of said switch.

6. In an electric railway system, two lines of working conductors composed of the metal cover plates for two lines of automatic switches contained in a suitable conduit, said cover plates being provided with continuous ribs or Hanges forming the working conduc-A tors engaged by the collector and said ribs or flanges being thoroughly insulated from each other and from the ground.

7. In an electric railway system, two lines of working conductors composed of the metal cover plates for two lines of automatic switches contained in a suitable conduit, said cover plates being provided with continuous ribs or (ianges forming the working conductors engaged bythe collector and having a continuous surface layer b, of insulating material covering the longitudinal space between the two lines of cover plates as well as the space between the ends of the plates in.

each line.

S. In an electric railway system, an electric conduit having two lines of cover plate insulated from one another and each having a projecting rib or iiange forming a working conductor, said two lines forming a double sectional working conductor connected through the collector with the two poles of the motor, and a protective surface of insulation IOO IIC

covering said plates excepting at the exposed nection between the sections of working conrib or ange. ductor and the power circuit and disconnect- 9. In an electric railway system, the combiing a section to the rear of the car, as and for nation, substantially as described, of two the purpose described. lines of working conductor beneath the car, Signed at New York, in the county of New exposed at the street surface and divided into York and State of New York, this 8th day of sections and forming respectively the positive June, A. D. 1894.- an'd negative sides of the system, the sections I on one side of the system being arranged to break joint with thesections on the other, and automatic switches for closing the con- JOHN H. GUEST. Witnesses:

WM. H. CAPEL, T. F. CONREY. 

